Internal combustion engine



Oct. 18, 1932.

Filed May 16. 1928 4 Sheets-Sheet 1 Oct. 18, 1932. B. c. sTlcKNEY INTERNAL COMBUS TION ENGI NE Filed May 16. 1928 4 Sheets-Sheet 2 Oct. 18, 1932. B. c. sTlcKNEY INTERNAL COMBUSTION ENGINE Filed May 16. 1928 4 Sheets-Sheet 3 ou. 1s, 1932. B, C. STICKNEY 1,883,066

INTERNAL COMBUSTION ENGINE Filed May l6. 1928 -4 Sheets-Sheet 4 Patented Oct. 18, 1932 UNITED STATES BURNHAM c. sTIcKNEY, or HILLsIDE, NEwJE'RsEY INTERNAL COvMBUSIION ENGINE Application filed May 16, 1928. Serial No.278,088. i

This invention relates to internal combustion engines of the two-cycle type, although some of the features are useful for four-cycle engines.

The principal object of the invention is to produce at low cost a relatively light, compact, powerful and durable and dependable high-speed engine of simple construction.

The crank-shaft is of the two-throw type l0 having only two wrists, which are diametrically opposite. Each wrist is operable by eight pistons, the piston-rods placed side by side and extending in various directions from the wrists to their respective cylinders. The y cylinders are arranged in rows which extend longitudinally of the crank-shaft, four cylinders in each row. Each of the four rows isi-divided into two pairs, and the cylinders in each pair are inosculated and driven by the same explosion of gas, which is ignited by a single spark-plug'. In other words, there are eight pairs of cylinders, four pairs working on one crank-wrist and four pairs upon the other. All of the rows of cylinderheads radiate at angles of 45 degrees from one another, thus producing a balanced action; two pistons rising while the other two descend in the same row. The pistonsare very small in diameter and have a moderate stroke, and the piston-rods are short so as to produce a high speed and durability with smooth action. The crank-shaft may be* made of several parts. One ofthe wrists mayI be integral with the middle journal portion of the shaft, and the piston-rods may be slipped upon the wrist, one after another, and suitably connected to the pistonsand arranged in the cylinders. Then the other wrist may be slipped through the remaining` pitmen, and the pin may be rigidly secured. Upon each wrist is sleeve, and the hubs of the pitmen fit upon the sleeve. The wrist turns within the sleeve, but the pitmen do not turn very much upon the wrist. This permits relatively thin piston-rods, and avoids the weight of connecting bolts and other parts of each piston-rod. l

A bypass may be provided between the pump and the engine-cylinders, and the bypass may be under the control of the automobile-driver, sovthat by opening the byi pass he may reduce the pressure in the charging line to theengine, and hence slow down the engine,lhut, by closing the bypassv and consequently running, up the pressure in the charge line, more charge is supplied to the engine, and more power and speed are` secured. From the pump-housing two manifolds run to the engine, and branches run from the manifolds to the intake-ports, there being` four branches from each manifold or conduit, thus supplying all eight of the intake-ports. v

The use of sixteen piston-rods upon two` crank-wrists permits the use of a crank-shaft which is very short and therefore desirable for high speed and quietness of operation.

Other features and advantages will hereinafter appear.

In the accompanying drawings,

Figure l is a cross-sectional elevation of the engine-block, showing four pistons connected to one Vof the crank-wrists.

Figure 2'is a longitudinal sectional elevation of the engine rand pump, compressor or charger.

Figure 3 is a plan of the engine partly in section, and showing the charger in diametrical section, and also indicating the batterycharging dynamo, the distributor of the ignition system, the fan and the radiator, alsothe carburetor and the Stewart vacuum tank. i

Figure 4 is a sectional vertical elevation of the compressor for charging the engine, showing its bypass pressure regulator, and also the carburetor; the compressor operating between the carburetor and the engine.

Figure 5 is a diagrammatic sectional plan, showing a pair of intake and exhaust cylinxders, the former within an intake manifold chamber, and-the latter within an exhaust chamber.

In the preferred form ofthe invention there are employed sixteen cylinders inosculated in pairs, each pair including an intake-cylinder 2O and an exhaust-cylinder 21, which may be placed side by side, having a commonexplosion-chamber or inosculation 22, 22a. In the cylinders are separate pistons 23, k24, connected by rods 25, andv pivots 26` to wrists 27, -3

28 of a two-throw crank-shaft 29. The pistons in each pair move as a unit. At Figure 2 is shown a row of four cylinders, consisting of two pairs. There are shown at Figures l and 3 four of these rows.

As at Figure l, the rows are evenly spaced, each row being separated from the next by an angle of 45 degrees, and theV outer rows are placed at an angle of 221/2 degrees from a horizontal plane intersecting the crankshaft axis. There are eight evenly spaced explosions for each revolution of the crankshaft.

To each crank-wrist 27, 28 are articulated eight rods, connecting it to eight pistons, working in eight cylinders, radiating in the four directions seen at Figure l. The two middle rows of cylinders, indicated at 31, 32, at Figure 1, are eachspaced at an angle of 221/2 degrees from a vertical plane intersecting the axis of the crank-shaft. The outer rows 30, 33 radiate at an angle of 671/2 degrees from the vertical plane. At Figures l and 2 it will be understoodthat there are four rows of pistons, four in each row, half Aof the pistons in each row being connected to one crank-wrist and half to the other. Each row is sub-divided into two pairs, the pistons in one pair moving simultaneously in the opposite direction from the pistons in the other pair in the same row, so that the reciprocating parts are mutually balancing.

Figure 3 shows that the pairs of cylinders and their respective engine-heads have an echelon arrangement, agreeing with the alternating arrangement of the pitmen upon the left-hand and the right-hand crank-wrists 2 28.

The cylinders in each pair form an enginehead 33a, as seen at Figure `2, two engineheads in each row, and the engine-block 33b includes the eight engine-heads in echelon arrangement, Figure 3. The heads may all be cast integral with one semi-cylindrical body-part 34 having integral bottom portions 35, Figure 1.

The left-hand crank-wrist 27, Figure 2,'

accommodates the hubs 25a of eight pitmen 25 and two spacing collars 25h, of which group of pitmen and collars the first and fourth, counting from the right, belong to the engine-head 36, Figure 3; the third and sixth belong to the engine-head 37; the fifth and eighth belong to the engine-head indicated at 38, and the seventh and tenth belong to engine-head 39. The second and ninth are the spacing collars 25". By this arrangement undue separation of the pistons in the enginehead at Figure 2 is avoided, and the capacity of each explosion chamber 22 is kept at a minimum. The invention is, however, not limited to this order of the pitmen upon the crank-shaft, nor to the precise echelon arrangement shown for the engine-heads, nor to the use of the spacing collars.

There is a corresponding arrangementl of the pitmen of the right-hand crank-wrist 28. Two pitmen of other cylinders may intervene between the pitmen of each pair of cylinders; or, in some cases, one pitman and one spacing collar. The piston-rods in each pair are separated to afford this space for the other pitmen and collars. This conduces to shortness and rigidity of the shaft, simplicity, mutual balance and smooth running.

Everydown stroke of each piston is a power-stroke, lthus placing this simple engine on a par with the sixteen-cylinder, eightthrow, four-cycle engine, with its thirty-'two valves, of the prior art. In other words, there are twice as many impulses for each revolution as can be obtained in the common sixteen-cylinder, eight-throw, four-cycle engine. Y

The engine-block may be closed by ends 41, and there may be provided a drop portion 42 of a crank-case, also end bearings 43, 44 and a midway bearing 45 for the crank-shaft. Each cylinder may be about double the length of its piston, and may extend both outwardly and inwardly from the semi-cylindrical shell 34 for compactness.

In each revolution, each pair of pistons is arrested twice, this arrest occurring at the opposite end of the stroke from the other pair in the same row, Figure 2; there being two arrests in each row at each revolution, making` in each revolution eight arrests altogether inthe entire system of pistons. These eight arrests occur at intervals of forty-live degrees for smooth running, and the engine is moreover evenly driven by means of the eight evenly spaced impulses at each revolution.

The crank-shaft may be cut from a cylindrical bar to form the crank-wrists and the journals, leaving uncut portions 45 of original diameter to serve as cranks and flywheels, and also leaving similar portions 47 at each side of the midway journal 29 for a similar purpose. Upon each crank-pin may be placed a thin-walled split bearing collar or sleeve 48 to reduce friction between the piston-rods and the wrists. Each collar 48 'may, however, be divided into four equal sections 48, each section equal in length to the thickness of two Pitman-hubs, as seen on wrist 28, Figure 2.

The fuel for the engine, mixed air and gasoline, may be received from a carburetor and may enter the engine through a pair of manifolds 49, 50, entering the cylinder-block at its right end and extending nearly to the other end. Manifold 49 passes between the two outer cylinder rows 36, 37 at the left, and manifold 50 passes between the two outer rows at the right, Figures 1 and 3; all of the manifolds being integral with the engineheads. i

Near its entrance each manifold is enlarged to form opposite chambers or reservoirs 51, each chamber enclosing or surrounding the two right-hand intake-cylinders 20, at Figure 3. At its left-hand end the. manifold terminates in similar chambers 52, Figure 5, each including the two left-hand intake cylinders 2O at this end of the engine-block.

Each of the exhaust-cylinders 21 likewise passes through a chamber 53, Figure 5, which conducts the exhaust from the cylinder to an outlet 54, there being eight substantially similar outlets shown at Figure 3, extending in echelon arrangement around the middle portion of the semi-cylindrical shell of the engine-head. Each intake-cylinder may have a port 55, opening entirely around the cylinder within its intake manifold or chamber to secure maximum capacity andV speed of gas-flow.

In the operation of the engine, when any piston is at the bottom of its stroke, the intake-port V55 is Wide open, and the explosive compressed mixture of air and fuel is forced through the manifold and through the chamber 52 into the port 55, entering the cylinder 20 and sweeping the burned gas upwardly therein, and across through Vthe explosion chamber 22 and down through the exhaust-cylinder 21 and out of the exhaustport 57 the freshly entering gas thus displacing the exhaust gas, and either completely filling both cylinders and the explosion chamber, or only partially occupying them, or perhaps leaving the explosion chamber 22 and cylinder 21 filled with Vburned gas.

The degree to which the fresh gas displaces the exhaust gas will depend `upon the speed of the engine and the pressure at which the fresh gas is supplied through the inletport 55 to the cylinders; such pressure and speed being variable and always under the control of the operator. As soon as the engine is in motion, the piston 23 rises, Vquickly closing the intake-port 55. n At the salne time the piston 24 rises and soon closes the exhaustport 57. The fresh gas under pressure of say one or two pounds above atmospheric for ordinary speeds has an opportunity to expand and drive out more of the exhaust gas before the rising piston 24 fully closes the exhaust-port.

Both pistons23, 24 continue to rise, being driven up by the .crank-wrist, whereby the charge of fresh gas or the mixture of fresh and burned gas is compressed preparatory to firing the spark-plug 58, which may be placed in socket 59 directly over the intake-cylinder 20, and extend into the portion of the explosion chamber which is occupied by the compressed fresh gas, thus tending to quick and sure firing of the fresh charge, even when it only partially `fills the cylinder.

The two pistons are'driven down by the exhaust charge, and the exhaust-port 57 may have a lead of say or 60 degrees, opening intake-port opens, thus avoiding liability of igniting the fresh charge whichhas now kto enter through the port 55. The relative narrowness of intake-port 55 guardsagainst excessive supply of charge to the cylinders,

since intake-port 55 is open later and closed earlier than exhaust-port 57.

Vhen port 55 does open, the charge being supplied at a pressure of one or many pounds to the square inch, there-may be yet enough pressure remaining in the cylinders 20, 21 to force back a portion of the fresh gas temporarily into the charging chamber or manifold, but without liability of becoming unduly mixed with the fresh gas. But upon the further exhaust of the burned gas during the final portion of the explosion strokes of the pistons, the pressure of the burned gas will diminish so 'far as to permit the fresh compressed gasto sweep out some or all of the cycle is repeated.

By means of an outershell 61, there may be provided an annular spacebetvveen 61 and 34, which may-be subdivided by integral partitions (62, for example) into the manifolds and the intake and exhaust chambers, already described.

the burned gas, as already explained, and

This semi-cylindrical irregular outer shell 61 may also serve as the bottom of a waterjacketing, the ends of which are'seen at 35 and the sides at 63. Said ends and sides as Well as the outer ends of all of the cylinders may be given a semi-cylindrical finish, as indicated atl 64, Figure 1, to receive a detachable cap 65, which may be held by bolts (not shown) and completes the water-jacketing.

In this detachable cover 65l1nay be formed arches 66 rising from the pairs of cylinders and having Water-tight joints therewith, to form the explosion chambers 22 into which open the spark-plug sockets 59. The inner facing of the detachable cover is finished semi-cylindrically to fit tightly upon the engine-head, and if desired a gasket may be inserted between them.

The head includes jacketings 67 for theexplosion chambers, said jacketings opening at their ends into the main water-jacket, and the spark-plug sockets rising from the explosion chambers through said jacketings 67. At the crown of the water-jacketing the two arch portions 67 are merged at 68 and a delivery water-pipe 69 rises therefrom.

Itwill be understood that there are sepa- A rate water-jacketings, one for the left end and the other for the right end of shell v34;, and one outlet pipe for each water-jacketing cover, each cover being detachable independently of the other. Cooled water-pipesf69 j; eine d each have branches 7 Oopening into the waterspace of the engine at the bottom of the en gine-block upon the sides thereof, these members 59 and 70 being carried by the detachable heads so that when lifting od' said heads the water-system may be conveniently' lifted off therewith. Y

t will be understood that the engine-head may be cast in one piece with the manifolds and exhaust-chambers and water-iaclreting, the water-spaces being indicated by lV.

lnstead of malring the crank-shaft all in one piece, may be made of three pieces her, each wristain 27 and 28 havfit-hand end, Figure 2, a reduced portion 7l, which is fitted in socket in the crank-portion 46 or 47 and secured by a fastening pin 7 rlhe wrist 28 may be made of with the central shaft length 29, adjoining fly-wheel or crank-portions 7 The wrist-pin 27 may e made in one Ti ce with the left-end fly-wheel or crankpor'cio i 46 and the end shaft 29. The righthand fry-wheel or crank-portion 46 may be 'made in one piece with the right-hand crankportion 29. The pin 28 is inserted endwise Jthrough the hubs of the right-hand row of pitmen, and secured by the pin 72 in menibei` 40, and then the pin 27 may be thrust through the hubs of the pitn'ien at the left of Fiure 2, and likewise is secured by pin 72 or otherwise, thus completing a rigid inexpensive shaft, and avoiding the necessity of malring` each pitman of many separate parts.

rEhe use of gears for driving the enginecharger, the electric generator' and the ignition distributor may be avoided, all of these devices being compactly placed directly upon the crank-shaft or an extension 73 thereof, which may be coupled or pinned to the rightliand end of the main crankshaft 29. This conduces to cheapness, compactness, accessibility, speed, durability, and dependability, and a water-cooling fan 7 4 may be secured upon the forward or right-hand portion of d shaft 73 inst Vin rear of the radiator 75, which may be arranged at an elevation to se* cure proper water-ci culation. rlhis also avoids the necessity of driving belt for the far, which may be caused to draw the air down from the elevated radiator through a downwardly-directed conduit 7 G, which extends bach of the radiator and down to the fan, which it encloses at 77, the part 77 being a short cylindrical shell so that revolution of the fan will draw air through the radiator and down thrcu gh the conduit and then expel it rearwardly from said shell 77.

in air horn 78..,diminishing from its intalre end to its delivery end, may extend bach from the fan at one side thereof to a carburetor 79 of any standard type, through which the warmed air and the gas mixed therewith is orawn, the carburetor being Afastened by bolts 80 to the side of a novel compact rotary compressor or pump, which is indicated generally as 81, said compressor being formed for compact mounting about the shaft 73 and capable of delivering the mixed air and fuel at a high pressure to the enginecylinders.

The pump is based uponthe gear-tooth principle, and includes a pinion or inner spur-gear 82, having a hub 83 whereby it is fired upon the engine-shaft extension 73, and also an annular internal gear 84, having its inwardly-pointed teeth meshing with gear 82. The gear 84 isV of larger diameter than 82 and has a hub 85 which turns upon a fixed bearing 86 eccentric to shaft 7 3. The shaft 3 The S5 Between the intake and delivery sides of 50 the pump extends a fixed curved wall 91, forming the race portion of the pump, the inner surface of said wall being concentric with the engine-shaft 73, and the outer surface thereof being' concentric with the interg5 nal gear 84. rlhe tips of the teeth of both gears fit closely against said wall.

The gears revolve towards the right or clockwise in Figure V4, past the intake-port 92 at the bottom of the pump. VSaid port 92 my opens into a conduit 93 which extends down from the carburetor 79. The inner edge of the port 92 is seen at 94, the right-hand end at 95, and the left-handl end at 96. It will be seen that 92 and 94 coincide with the botm5 toms of the notches or grooves in the gears. i

rfhe teeth 97 of the spur-gear 82 draw out from the notches or grooves between the teeth 98 of the internal gear 88, thus tending to produce a vacuum into which is drawn no the mixed air and fuel coming through the carburetor. The teeth 97, 98 now contact with the separating wall or race 91, and revolve in contact therewith, so that each of the notches or grooves 99 and 100 retains its 5 charge until they pass the race 91, when the spur-teeth 97 begin to enter the notches or grooves 100 of the internal gear.

As said teeth 97 enter said grooves, they force the mixed gas and air out from the 7120 ends of the grooves and the same flows out` through a port vwhose outer curved edge is indicated at 101, its inner curved edge at 102, and its ends at 103 and 104. Said end 104 Aoccurs at about the point where the spurtooth completely fills the groove in the ringgear. This port 101 opens into a segmental conduit 105, formed upon the rear end of the pump, and said conduit opens into the intake-manifolds 49, 5 0 of the engine. It will be seen that as the spur-teeth enter the being preferably oversize for the engine. The

diameter of the spur-gear may nearly equal that of the internal gear, giving the pump great capacity and compactness, and tending to overcome leakage, since the meshingof teeth is quite extensive.

An advantage of this internal gear form of pump arises from the entire glove-fitting of the spur-teeth into the grooves of the internal gear at the plane which intersects the axes of both gears at the right of Figure 4. The fitting is so complete that leakage of the compressed charge over into the intake side of the pump is practically prevented, so that at low cost a pumpmay be made which will deliver compressed gas or air, or other fluid, at high pressure and speed, and with high eliiciency. It will be seen that the pump may be so made that one tooth completely closes up the groove in the ring-gear, whilev the two adjoining teeth almost-close the adjoining grooves, so thatV leakage of gas or fluid around these teeth is negligible. v

The pitch-line is preferably half way between the tips and the bases of the teeth, and the teeth may have straight inclined sides, or they may have regular gear-form, such as usable in internal gear-couples; but preferably each tooth is shouldered as indicated at 106, midway between its base and its tip, and the shoulders on the spur-teeth mesh with those upon the internal gear-teeth. This makes very many corners of teeth to occur between the point where the grooves are about closed up and where they begin to open again, say, for example, ten or twelve corners, the purpose of the numerousv corners being to baille the fluid as it tends to work its way around between the gears. Each corner serves to baille or retard the flow of fluid, so that leaking is really prevented, and an effectual seal is thus provided between the delivery7 side and intake side of the pump.

The conduits 93, 105 curve around between the forward or left-hand wall 110 of t-he pump, Figure 2, and the engine-flange 89, and are integral with both. The upper portion of the bearing 44 of the crank-shaft 29 may be projected to the right from the end 41 of the engine-head, Figure 2, being surrounded by said flange 89 and the upper and lower conduits. The body 111 of the spurgear is fastened to the shaft 17 by means of its hub 83,' and occupies a position between the fixed eccentric bearing and the forward wall 110 of the drum.

In assembling the parts, the spur-gear is placed in first: then the drum. The drum may be fastened to the shaft 73 either before or after inserting the spur-gear within the drum. Then the internal gear 84 is inserted in the drum in mesh with the gear 82. Then the lined bearing 86 and cover 87 are put in position and secured to the drum 88.

The length of th teeth of the pump isseen at Figure 2, and. is sufficient to deliver the proper charge, which escapes along the grooves and through the port 101 into the conduit 105. The two gears are of equal thickness, and the cover 87 packs them against the wall 110 of the chargeiz The gear S2 may have vinternal ilanges 112, 113 for packing, and he latter may be recessed tol lit over an annular packing 114 formed on the front side of the rear wall 110 of the drum. The inlet andV delivery conduits are both on the rear side of the end of the drum, or the left-hand side at Figure 2. Theshoulders 106 extend the the entire length of the teeth. This charger willdeliver the charge at a pressure of many pounds per square inch above atmospheric pressure, andr meetV the requirements of the engine. p

Any suitable air-cleaning device may .be used between the horn 7 8 and the carburetor.

Any suitable battery charger 115 and ignition distributor 116 may be arranged upon the crank-shaft 73 between the ycharger and the fan. All of thedriven parts may theres fore be placed upon the engine shaft,A and the whole engine with its` appurtenances may be light, compact, inexpensive and dependable.y

The liquid gasoline may be fed from a lStewart vacuum't-ank 117, for which is arranged a vacuum tube connection 118 from the intake or vacuum conduit 93 of the pump.

VThe vacuum tank Y117 has a gasoline supply pipe119 extending down to the carburetor VThe speed and power of the engine may be controlled by a' lever or-handle thro nl Q link 120, extending forwardly from the dash of the automobile and operating -an arm 121 which is provided upon rocleshaft 122, to which is secured at 123 a shutter or valve 124, placed in a bypass 125, which extends from the high-pressure delivery conduit 105 to the low-pressure intake-conduit 93. rlhis valve 124 is closed when it is desired to deliver the fuel to the engine at extremely high pressure. By moving the link to lopen the valve 124,- circulation is permitted from the vdelivery to the intake side of the pump through the bypass, and hence the pressure is reduced in the'delivery conduit 105 and in the intake-manifold 49, 50, down to thcV required pressure. The link or rod 120 ma4v be operated by a pedalor by a control-lever (notshown) placed convenient to the driver of the automobile; steering=wheel control of a speed-governing rod being known in this art. y

The position of the valve 124 determines the volume of charge flowing idly from the pump and passing to the intake sid-e thereof, and hence determines the volume of the rea combined pedal andV maining charge which flows to the engine, and thereby regulates the speed and power of the engine. The greater the volume of charge that passes through the bypass, the less will be the volume of the charge which reaches the engine. In starting the engine, the valve 124 may be closed, and, after the engine attains speed, said valve may be gradually opened in order to reduce the speed.

Variations may be resorted to within the scope of the invention, and portions of the improvements may be used without others.

Having thus described my invention, I claim:

l. An internal combustion engine having a crank-shaft provided with only two wrists,

said wrists being diainetrically opposite, six- Vthe pist-ens in each for one crankwiist and halt for the other, the cylii l rs in each row being divided into two pairs, the cylinders in each pair being side by side and inosculated and having a sparkplug, pitinen connectiiigfeur pairs of saidY pistons to one crank-wrist, and pitinen connecting the other four pairs of pistons to the other crank-wrist, all of the rows of cylinders radiating at angles of 4,5 degrees ioni ene another to procure a mutual balancing of the pistons and to secure eight evenlyspaced'explosions at each rev-elution of the crank-shaft, each pair of cylinders forming an engine-head and there being two engineheads in each row, the engine-heads in the different rows being ineclielon or the like arrangement, and the pitnien having corresponding arrangements upon the crankwrists, there being space between the pitinen in each pair for a plurality of other pitmen, and each of said other pitmen belonging to a dierent engine-head, the engine-heads being all cast integral with a semi-cylindrical shell or body-part forming an engine-block.

2. An engine having the elements as set forth in claim l, and having two intake inaniiolds extending lono'itudinallv of the rows e o zu v., oi clinders and between said outer rows 7 l- '4- 'L 1 each conc-uit having opposite bi anches tothe intake cylinders, said branches forming' chambers, one for each intake cylinder and each intake cylinder being surrounded by i e. A high-speed automobile-engine of the tion of the shaft to produce a continuous torque thereon, one piston in each pair controlling the intake and the other controlling the exhaust, the cylinders having ports opened at the Conclusions of the explosionstrokes, a carburetor, a unitary charging means common to all the intake-cylinders and driven by the engine and co-operative with said carburetor for supplying, in unmeasured volume, mixed air and fuel under constant pressure to the intake-cylinders to displace burned gases in both intake and exhaust cylinders, and a universally adjustable relief device for said charging means constantly available to the operator for varying over a vide range both the speed and the powerof the engine by varying the pressure at which the mixed air and fuel is supplied to the intake-cylinders and thereby determining the proportion of spent gases to be displaced by the incoming charges, each exhaust port having substantially greater height than the intake port in the saine pair of cylinders.

BURNHAM C. STICKNEY. 

